Railroad-track structure



dunes, 1930. G WMULLER 1,761,148-

RAILROAD TRACK STRUCTURE Filed June 1e, 1928 s sheets-smetv 1 f5 Haz/4 l i w. 1NVENTO`R. F764 BY IL. ATTORNEY.

1m 3,1930. 'Y awMuLLE-R 1,161,148

RAILROAD TRACK STRUCTURE Filed June 1e, 1928 3 sheets-smeet- 2 KLAVT'TORNEY.

IJulie 3, 1930. Q w MULLER 1,761,148

RAILROAD TRACK STRUCTURE T Filed June 16, 1928 3 Sheets-Sheet 5 Il l 64 l J6' l (sa o Ffa/Z.

INVENTOR.

' now on hand, as well as'concrete ormet'al ties Patented JuneY 3, 1930 UNITED `STA GEORGE W. MLLER,l or WASHINGTON, DISTRICT oF COLUMBIA, AssIGNoR To MULLER RAILWAY TRACK sYsTEMs-INCQRPORATED, or` WILMINGTON, DELAWARE, A con- PORATION DELAWARE Application tiled J'une 16,

This invention relates to railroad trackv structure, one' objectV being to construct the same in accordance with the most modern de sign, taking into considerationthe vfact that practically all roads have many .wooden ties being tested out for futureuse'. Itis also an object of'this inventionv to produce an improved track structure inwhich all orthe greater portion of the materials 'atpresent available may be used. f.

For the past eighty years it ,has been the study and problem of railway constructing engineers and others, to devise the proper design andgconstruction of railroad tracks at niinimulncost.V It is believed that this in- Vvention accomplishes that purpose, by reason of the showing inactual practicalte'sts made on one of the most prominent railroads of this country for more than six months. Upwards of nine thousand trains, they equiv-y alent of eight million wheel Vton'shave passed over a sectioncof track 'constructedin accordance with this invention, and nomaintenance work whatsoever has been done to this section.- This entirely satisfactory service inA actual practice Yhasv resultedl inthe receipt by applicant of orders for further road construction onthis 'line of railroad. z

ycipal objects of this invention', itis lrstnecessary to call attention to the relatively weak points orfeatures of the present dayrailroad tracks.v Rails now used,"r`egar dless`ofV their size or Weight, have produced in thema wavey motion.v This motion is one of the `leading causes of loosening the railfastenl'ng devices I the'other andfinallyraises andldislodg'es the;

track spikes.' It is an object of this inventionv to avoid this particular injurious Vdifficulty entirelyi Again,fthe wave motion makes the tie plates rock ontheties andcut kpockets or'` depressions in thetop of vthe tie,'which lets,-

the "wa-ter enter under 'the tie plate, andy this v moisture subsequently 'rusts the* tie plate. and Yrots thetie, materially shortening the life In order to 'more fully bring to li prin- Y RAILRQADQTRACII STRCTURE 192s.l seria; No. 285,852. Y of boththe tie plate and tie. Furthermore,

TES 'PAT-ENT omen;

the recurring wave motion in the rails duev tothe wheel loads passing over them, and the accompanying lever 'action as statedgfrom one tie to another, pulls the spikes, and afterthe spikes are lifted from the tie-the. rails '.lap y' culty. Also, the wave motion established in therails by the passing wheel loads, and the stated lever action incident thereto, in addition to loosening the spikes-permits the lat- 'this creates a corresponding lateral motion ofthetieplates, which lets additional Water down into the spike holes and under the' tie platesand the ties'V rot andthe platesrust more quickly. Itfis lalso truethat the wave motion and lever eiect romfonev Icross tie t0 lanother 'under the repeated wheel loads,tto'` gether with the hitting down on the railpjointbeats the joint downwardly andoutwardly and loosens bar plates and bolts. When'the spikes are lifted `and the rails become looser above the'tie plates and ties, abrasion in. or

Veral stress or side thrust of the wheels to push f or knock the rails out oigauge sidewise, and Y wear upon the bar joint and undersideoffthe raily becomes so great that the heads` ofthe bolts work intoV the side'or the bar,or the bolts elongate infaddition to thewear ofthe bar,

-drainfupon the cost `of maintenance yandfup-y keep, and is Vreallyithebeginning of thefp'resenttrack` destruction. 'Oftentimeaf the 1 stat ed wave motion and lever action after lifting andV the' Arail becomes loose. EThis is VAa "great the-'spikes Aand `loosening the rails above'the tops of the tie plates andties, on account of the present-typeorolled j oint'bars, mosty of. 'Y

them with'reinforced heavy and'wide head projections when applied to. the yrail joints, j

causeY therail ends to become battered by the wheels hitting theprojections, and therailsf are sometimes split or chipped at'gtheends or breaka't the. joints. 'Theiinainl reason for this' gives a solid bearing under the rail head at the joint, and the small width of the bearing at the top of the bar plate and under the rail which gives thewheel a greater opportunity for battering the head and thereby loosening the bars. rlhis trouble occurs in spite of the practice of continually tightening the-bolts along the many hundreds of-miles of track.A

Another trouble with the joint bar at present in use is inbeing rolledof the'particular del sign comprising a straight piece, and being of the same thickness from one end .to the other. This cor'istruction results in dead pieces of material with no flexibility or having any spring action or tensionin thewayl they lit therail.` vThe rail being also a dead piece of metalwith no spring action, and the two or more'dead pieces nbeing boltedv together. in the manner in which they are commonly connected, the wave motionand lever action set upby the wheel loadspassing over them soon causes them to wear or the bolts to elongate as described,"and the bars drop down and the joint of the rails becomes impaired. It may be also stated that the wave movement and lever effect impressed upon the rails by the passing wheels, and the failure of the spikes tofirmly secure therails, impelthelrails to iush the ties from their beds, vor makes them` creep, sometimes more on one side of the track than on the other. side, and this distorts the entire track and getsitout of line and level, requiring the replacing of the ties in proper position, and tamping, driving in of the spikes, and tightening of bolts and other maintenancework all' at added cost. v j

It is the purpose of this invention to avoid eachand all of the objections referred to above in present railway track structure. The

joint bar `plates and associated devices made in accordance with, this invention, are specially formed tohold the rail ends tight and upto a level lineat all times, and they are so placed against the .trails and bolted thereto and so lit the rails as to prevent the Vpumping i of the joints, with Vthe battering, splitting and f fashioned inaccordance Ywith this invention chipping ofthe rail ends.A Track structure always eaertsftension at therail joints both vertlcallyandin `a horizontal direction, the

" bolts being kept constantly under tension;

therefore, as the wheel loads-approach the- Vjoin'tfth'e bar plate is Vre'adyto receive and adequately resist the blow orvimpact of the l' load. ,As the wheels'bea'i the Yload over theV joints ,from one rail to the nektV in line, the bar plates have a reflex action. The bar plate isso made thatV it holds thejoint of the rails upwardly at all times,- and when the bolt/s are inserted through the rails and near their ends,

the bolts are tightened because the ends of the bars are pulled in and upwardly on top of the rail langeor base, and the ends of the rails are lifted by the middle portions of the barsowhere they hug the web and under side ofthe ballor head of the rails near their ends. The vertical tension and reflex action of the bars is so exerted at themeeting line of the .ends ofthe rails,"tha't when the wheel passesl over and hits the joint theV bar has a springing back movement and fully .recovers its normal position keeping the track always level.y Y-

lt is impossible to hold a rail joint and bar plates of present day design always in place in railway tracks as they are now construct ed, by ldriving a track spike down through a single tie plate into the wooden tie, or into a wooden plug and a concrete tie,`or when bolts or clips are employed Vin connection with metalties. ,The reason is the wave motion and lever i spike-liftingV action hereinabove explained.l This applicant uses a longer tie plate or base platelunder the rails on top of the` ties, and such base plates may be screwed down to the ties through the outer edges, and the rails .may 'be lfastenedto the tie plates inthe spaces between theties, thereby making a much more flexible track. The ties Cannot then be pushed from their beds or creep, because the greater part of the effect of the wave motion in the rails will be eliminated, and inasmuch as the applicant uses no spikes in this form of railway track structure next to the rail to hold it down, the slight unavoidable wave-movement is taken care of, as the tieplates have flexible vertical motion to go andcome up and down with the rail, and thc rail cannot be displaced. The longer tie plate orbase plate is very necessary to the improved track structure of applicantras disclosed in this description, for several reasons j .Y l

A. lt is desired to give the rail abearing more Vuniformly upon a plurality of ties, which willvdistribute theweight of passing loads equally` over the roadbed below the ties By. forming screw holes through the plate on its :outer edges, and to fasten the plate. to j the ties ,by screws, spikes or any equivalentholding nmeans passed through those holes, confines a layer of 'air at atmospheric pressurevbetweenthe bottom of the tie plate andthe top of the tie, and this layer of airis in measurecompressed under the suddenimpact or" the wheel loads, and will not allow the plate Yto cut or beat down intoA thematerialof thertie butwill givea rebufing and resilient bearingV Vfor the rail upon the ties. It also be stated here that the plates being wide and long and covering over the' full width of the top off the tie, will keep water from gettingnnder the plate into the tie. or holes therein.

vent them from being forced out laterally on one side, and `frombeing pulled out of line on the other side of the track bythe wheel thrust or blowssidewise'against the joints; Another objectinelnploying longer tie plate members running: across the topsof a plurality of cross ties, is to really aid in strengthening the' 'rail againstbreaking should a defect exist in the rail.

F. Another object ofthe tie plates being fastenedas setl forthover a number of ties,r

is to hold the top face of all ties uptoalike levelhorizontal line`,. in order Vthat tamping canbe done more easily and quickly under the bottoms of the ties when necessary.

vGr. Another object ofthe plates being made in long pieces and fastenedto and upon the l tops of a plurality of neighboring crossties,

must beheld together sotha't theyfannct is that theywill 'seat themselves in a body, that is to saylin numbers more uniformly and stayin place .inthe roadbed andholdthe track level. f

H. Another object of the tie plates where used in long sections or vvarious lengths as desired, and opposite each other particularly where joints "occur "in the rails,..is to aorol a balanced track. rlhat is to say, one `-side of the track cannet .bef displaced with respect tothe other side. f 4 V L Another object of ing a number of ties is to Vmaint-ainY the ends of all the ties in place atright anglesto'the plates,l and to keep theties from spreading fan-shaped on one Vsideor'th'e yothen To hold the track and railsi'to gauge, particularly. where the rails hafvewa Atendency''tothe .di`s placement of the `joints .laterally, it is "most:

essential that` two :tie platesbe .used on opposite sides Yin track. structure -according' to this invention, becausef'the rails and tie sections duced by.'Y this applicant canbe usedenboth sides'of the rail with either a Plain' 'plate vor?? with a single lug or -up'standng Shoulder *if l spikes.

desired.,V

' Rail joint the'iliig plates cover:

'aus'V aaaibbas; aad, about hundred poundsmoreyveight,to the rails-at' theirvends and Yat the joint-aand theweight.

acts as an aid in pushing down the joint. kThe tie plates covering the full Width of the ties increase the squareinc'hes vof wood bearing surface, and as the plates are fastened to thevties in longitudinal sections or continu# ously, the load is uniformlydistributed as previously explained.v ,f J

. ln this track structure'the applicant has provided a rail and tieplate holding means comprising aclamp or key for holding the rail to the tie, plate, and spike pins to be driven through the tie plate or through the top of the key and tie plate as may be p re-v ferred, and the bottom parts or legs of the f spike pin spring open after driving them through the key and plate and holds the spike pin down and in place backy against the clamp pin. The spike pin is made with a headlike .a track spike, in order that it may be liftedfrom the hole in the clamp Vor plate With a short handled lifting spike pry lever. The clamp pin, orv Vkey and spike `pin are made to drop through a hole in the tie .plate away Vfrom the side edges of the ties, or through the tie rplate where it crosses the s space between the ties, in order" that they may act together-to hold the rail tothe tie plate with thek rail pressure directly overA and upon the tie, and there is no spike or key at the side of the rail to be drawn out or loosened, by the repeated wave motion and lever eflect.

lt is believed that bythe use Aof this invention and the rail andtie plate holding means set forth, there is attained a great savling of labor, time andexpense where new rails are to be laid in a tra-ck, or removed, or shifted, or changed from one size to another.

. In this track structure application it will be notedthat the accompanying drawings show one of the several rail joint bars invented and y patented by this applicant, and While it is preferredgto use one or ythel other of lsuch. joint bars rwhich are'specially effective lfor the4 purpose, any joint bar could krbe substituted. But, it must be understood thatthisinvention `is held bythe applicant to include the `use of Vany-form of jointbar. This .application is.A

for an improved trackfstructure consisting of *thev several parts or members in combination, as hereinafter more fully described and Y' QJ. Anob'ect oftheover-lip is musa-ated m the accompanymg drawmgs hold the'l rail j flange' down to l the tife plate and to avoid lthev'greater part-'ofthe Wave Vmotiony and the :inj urious effects'l thereoff fV felt' is not necessary7Lhoweverlto alwayshave Vthe over-lip plates, as the holding 'keysintra#v fori'nin'gV a part of this application.

' Figure 1 of the drawings represents azside view of a portion of a railway track construct-V ed in. accordan'ceffwith this invention, and showing the joint of two ra il s,t`he joint bar applied ithereto,' with the relativelyfelon-l` 'Y gate'dtieY platejupon a plurality of ties7 and Figure 2 is an-inside-viewl of the track co'nstruction as set outin-Figure'l,'showing the positions of the spike pins through the tie plates an between the ties. Y

Figure 3 is a top 'plan View of the parts set out in Figure 1 and Figure 2, and shows the positions of the bar plates and other parts on both sides of each rail.

Figure 4 is a side view of a portion of a railroad Ytrack structure made in accordance with this invention, and showing a shorter tie plate, with adjacent ties each having a single tie plate. The tie plate has a raised shoulder.

Figure 5 is a side view of a portion of a track structure as shown in Figure 4, the tie plate having an over-lip in engagement with the base flange of the rail, and sl'iowing the positions of the track or tie spikes. Y

Figure 6 is a side viewof a portion of track structure, showing a tie plate resting at its ends on pairs of ties and showing the n positions of the track spikes and the spike pins.` This ligure differs from Figure 4, in which ligure the pair of ties is directly under the rail oint. Y

Figure 7 is a top view of the rail joint as illustrated in Figure G.

Figure 8 is a side view of a rail. showing the Vrail joint supported by three grouped ties,

Vand showing also the positions of the tie spikes and the spike pins.

Figure 9 is a top view of a rail and tie plate carried by the three grouped ties as Vset'out in Figure 8.

Figure 10 is a side view of a rail joint, having parts similar in construction to those illustrated in Figure 5, the tie plate having an over-lip, but being shorter in length than'the corresponding tie plate in Figure 5.

. Figure 11 is a vertical section through a tie plate and transversely through Ythe rail upon the plate, showing the portions of the bar plate spaced vfrom the web of the rail'.

This section is taken through the bar plates about one-third of length from'one end.

Figure 12 is a vertical cross section of a rail and tie plate, and is taken through the mid-` dle ofthe bar plates showing the hug of the web and the head of the rail.

Throughout the description anddrawings,

' the same number is used to refer to the same part.

'Considering Figure 1, the rails 1 and 2 are Ybrought together as usual end to end, and they are joined bythe bar plate 3. The bar plate has the heavy middle portion a outwardly and downwardlyfaced as shown in Figure 12, and

the ends 5 and 6 of the bar plate are reduced bolts 9 and'10 through the end portions 5 andV 6 spring those portions towards the web. In

Y other words the ends of the bar plate are elasi ce tic and their spring quality keeps the bolts 9 and 10always under tension. In Figure 1 the positions of the'tie spikes 11 are set out. Those spikes pass through suitable holes near the edges of the relatively long tie plate 12, and are driven Well within the edges of the ties 13.

Considering Figure 2, the fellow bar joint plate 14 is shown on the inside of the rails, and in this figure the spike pins 15 and their positions are set out. It will be observed that the spike pins have substantially spike heads, and outwardly bowed spring legs. One of the spike pins in Figure 2 has the head marked 16, and the spring legs 17. As illustrated in Figure 2 and also in Figure 3, the spike pins are forced through suitable holes in the tie plates 12 between the ties and usually on the inside of thetrack as shown nearer to one tie than Vto the neXt tie.

In Figure 3 both bar joint plates 3 and 14 are shown connecting the ends of the rails.

Considering Figure 4, the rails 18 and 19 are held together by the bar plate 2O of the same construction as before, and arranged in the same way and help by bolts as previously stated. The tie plate 21 is shorter than the like plate in the former figures, and has a raised over-lip 22 engaging the flange of the rails. In this ligure, the ends of the tie plate 21 are supported upon the ties 23 and 24, to Vwhich the plate is secured by the tie spikes 25. The middle portion of the tie plate 21 and the joint of the rails are directly carried upon a pair of ties 26 and 27 arranged near together. This arrangement may be varied as illustrated in Figure 5, in which the parts are the same as in Figure 4, but instead of placing a pair of ties immediately under the middleof the tie plate 27, aV single tie is located directly below either end of the joint bar plate. Those ties are referredto by numbers 28 and 29. It will be noted that the tie plate 27 is somewhat longer than the tie plate 21 shown in Figure 4. The view set forth by Figure 5 is taken from the outside of the joint of the rails, and the positions of the tie spikes are shown. v

Considering the further modification shown in Figure 6, the rails 30 and 31 are joined by the bar plate 32, and rest upon the tie plate 33. This figure represents an inside view of the rail joint, and the ends of the tie plate are carried by pairs of ties, 34 and 35 composing one pair, and ties 36 and 37 the other pair. In this figure will be noted the v spike pins, which are of exactly the same construction as those described in connection with Figure 3 hereinabove. The Spike pins are shown'passed downwardly between the Vmembers of the pairs of closely associated ties supporting the ends of the tie plate 33, and they are also located between or in the space separating the pairs of ties;

Figure 7 is a top view of the same parts as those comprising Figure 6, and the fellow to bar plate 32, marked 38 is shown on the outside of the rails.

Figure 8 represents still another arrangement of this invention. This is also an inside view, meaning a view taken of the meeting ends of thefrails from between the rails. The rails 39 and 40 are connected by the bar 'oint'plate 41, which is the same in form as those comprising Figure 8, and the fellow bar plate 46 to the bar plate 41 is shown in position connecting the rail joint.

In the arrangement of this invention as shown in Figure 10, the rails 47 and 48 are connected by the bar plate 49 which is of the same form as before. The tie plate 50 has the over-lip or raised shoulder 51. This figure is an outside view ofthe rails', and the track spikes are shown in place. The tie plate 50 has its ends directly supported by the ties 52 and 53, and between them and immediately beneath the rail joint is a third tie-plate-supporting tie 54. All the ties are regularly spaced apart in Figure 10.

The parts of this railroad track structure illustrated in Figure 11 are the tie 55, the tie plate 56 having the over-lip 57 engaging the iange 58 of the rail 59. The tie spikes 60 pass through the tie plate near its edge as stated and into the tie. The clamp key is marked 61 and the clamp pin securing the key to the flange 58 and to the tie plate 1s designated b-y number 62.. `Thoseparts are formed, arranged and coact as set forth 1n prior `patents of the United States in my name, and call for no individual description at this time. Above the flange and spaced from the sides of the web of the rail are shown sectionally the ends 63 and 64 of bar joint plates having the form already described.,

I A bolt 65 passing'through those ends and through the web of the rail is plainly always under tension, and cannot be jolted or knocked loose in any way. It will be borne in mind4 according to this specification that the ends of the bar joint plates are resilient both horizontally and vertically. Therefore, the mlddle and kheavier portions marked 66 and 67 in Figure 12 are'constantly pressed up lupon the slanting top of the flanges of the rails and caused to hug the web and head of the rails tightly at all times. f

In making a statement of the koperation of this invention, attention is requested to the fact that each of the modifications illustrated in the drawings and described in the foregoing explanation, consists of the same parts as l'eachy of the others and those parts are` of substantially like construction and purport: f In every instance there is 4found the tie plate extending vover a- .plurality lof neighboring ties, the platesfbeing spiked -to' the ties byy spikes through the edges of they plates.l j rEhe rails are secured to the ,tie plates by spike pins located betweenl the ties, and the rails themselves Vare held end to end by bar joint plates on opposite sides of the joint, those plates being bolted togetherthrough the rail web, andpossessing a powerful elastic quality"horizontallyas well as vertically. It is thecombination of all these V special members as set forth that enables the applicant to successfully overcome every one of the objectionsto the present daystructural practice as stated-in detail atthe beginning,A

of this specification.' v v Having now described this invention and explained the ymode of .its operation, I claim j 1. A railroad track'construction, comprising a succession of crosstiestie plates each resting upon a segregated groupY of the ties, rails meeting Vupon the tie plates, rail joint bars adapted to connectthe ends ofthe rails independently 'of vthev plates, and lmeans for securingthe railsl upon the'tie platesbetween the ties.,

l2. In a railroadtrack structure, the means. for reducing wave motion'and lever .action in the rails, comprising track cross ties, Vrelatively elongated tie lplates each covering a segregated group of the saidties transversely, means for securing the plates upon the ties,

rails having their'ends meetingat substantially `the middle of the length of the said plates, means located `between the said ties for securing the rails upon rthelsaid plates,

and means secured to the said rails onlygfor,Y

connecting the end sof the rails.

Y '73. VVA railroad-track constructl rality ofthe said ties, means' for securing the plates to the ties, means forsecuring the plates and railstogethenjoint bars having vvertically Vresilient end portions bearing on therail 'bases' secured to the rails under tension horizontally, the said vbars having solid middle portions' fitting the webs andk `elongated tie plates each covering aplurality of theV said ties transversely, means for securing the platesupon the ties, rails havingv their ends meeting upon the said plates, and joint bars secured to the rails and having vertically resilient end portions bearing on the rail bases whereby approaching wheel n Y in, compris'- ing a 'succession of Vcross ties, relatively. 'elongatedtie plates eachsecured upon a plu-Y.

loads raise the middle of each bar against the under side of the head ofthe rails. y 5. A railroad track structure, comprising a series of ties, tie plates each adapted to eX- tend over a plurality of ties, the ends of the said-tie plates being directly supported by members of segregated groups ot' ties arranged beneath the said plates, rails meeting upon the plates, bar plates connecting the Al ends of the rails upon andot less length than the plates, the joints of the rails being arranged directly above members of the said groups of ties supporting the tie plates.

6, A railroadV track structure, comprising a series of ties, tie plateseach ada ted to eX- tend oyer a plurality of ties, rais meeting upon the vsaid plates, vbiiplates arranged to conneet the ends' of the rails upon and of les's length than the plates, and segregated 2@ groups of closely associatedties located directly' below the said barplate's and under the tie plates' te Support the tie plates,

7. A railroad track structure, comprising a series of ties; tie platese'ach adapted to eX- 05, tend oif'er a plurality orties, rails meeting upon the said tie plates, bar plates connecting the ends ofthe rails ipon and 'of less length than the tie plates, .means fer securing' the tie plates to the' ties, a plurality of the se said ties being arranged in segregated groups Y beneaththe said tie plates and bar plates, 'and means fr 'securing the rails upon the tie plates arid arranged to pass' betweenthe said ties lying beneath the plates.

35 8. A 'railroadtrak structure, comprising a series of ties, tie plateseaeh adapted to exteil-d over ,a plurality of tives, raus meeting upon the tie plates, bar plates arranged to connect the -ends of the rails upon the tie 40 plates andy having end portions resilient vertically and lioriontally, and segregated groups of ties lclosely`V associated and arranged beloW the said barvfp'la-tes and under the tie plates, .the said rails being provided- 4; With means for securing tthem to the lsaid tie plates and arranged adjacent to the bar rletsl o Y In testimony whereof I aiX mY Signature.

GEORGE W. MULLER. 

